Automatic brake.



No. 662,418. Patented Nov. 27, !90,0. J. H. GREENWUUU;

AUTOMATIC BRAKE.

(Application filed Jan. 8, 1900.)

3 Sheets-Sheet I.

(No Model.)

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No. 662,418. Patentad 'Nov. 27, I900.

I J. H. GREENWOOD.

AUTOMATIC BRAKE.

[Application filed Jan. .,1900.)

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TJNTTED starts Patent prion.

JAMES HARVEY GREENWVOOD, OF BOISSEVAIN, CANADA, ASSIGNOR OF ONE-HALF TOTHOMAS N. MORRISON, WVILLIAM LONG, STEWART BURROVVS, WILLIAM HANLEY,ROBERT F. MORRISON, AND JOHN MORROVV, OF SAME PLACE.

AUTOMATIC BRAKE.

SPECIFICATION forming part of Letters Patent No. 662, dated November1900- Application filed January 8, 1900- Serial No. 770. (No model.)

To (LZZ whom it may concern:

Be it known that I, JAMES HARVEY GREEN- WOOD, a subject of Her Majestythe Queen of Great Britain, residing at Boissevain, county of TurtleMountain, Province of Manitoba, Canada, have invented certain new anduseful Improvements in Automatic Brakes; and I do hereby declare thatthe following is a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it appertains tomake and use the same.

This invention relates to an automaticallyoperating brake mechanism; andone object is to provide an automatic brake which will be set by theaccidental separation of the cars or may be set by hand.

A further object is to provide an automatic brake which is instantaneousin operation, powerful and effective, simple in construction, and whichmay be manufactured at a moderate cost.

To these ends the invention consists in an automatic brake mechanismconstructed substantially as hereinafter illustrated and described, anddefined in the appended claims.

Referring to the drawings, in which similar letters of referenceindicate similar parts, Figure 1 is a top or plan view of the frame of acarprovided with an automatic brake mechanism constructed in accordancewith this invention. Fig. 2 is a similar view looking from below thecar. Fig. 3 is a central longitudr nal vertical section through one endof the car-frame. Fig. 4 is a vertical transverse section. Fig. 5 is avertical central longitudinal section. Fig. (iis asimilarview ofamodi'fied form.

In the drawings,'A represents the frame of a car, which may be of anynsualor preferred construction, having the usual trucks, (be. Upon thebeam a is rotatably mounted a bar a, to the ends of which are securedsuitable Wires or rods 0. and a whereby the bar ct is connected with thelever B and to the brakebeams (1 (Best shown in Fig. 2.)

Pivotally supported to the frame A is a vertically;swinging bracket B,in the-lower ends of which are rotatably mounted the frictiondisks b,which are united by a shaft or drum 1), to which is connected one end ofa chain or cord b which is adapted to be wound thereon by the rotationof the friction-disks b. The other end of the chain 19 is connected tothe upper end of the lever B, as is clearly shown in Figs. 3, 5, and 6.A11 operating-lever B is connected at one end to the bracket B andextends therefrom to the end of the car, the extremity of said leverbeing bent at right angles to the body portion and adapted to be swunginto engagement with a catchlink 5 pivoted to an extending portion ofthe frame A, as clearly shown in Fig. l. A rod Dis slidably secured tothe end of the car-frame and is provided with a loop at its extremitywhich is adapted to be engaged with the end of the catch-link 19 asshown in Fig. 1. By means of this construction should the cars heaccidentally parted, as by the breaking of the coupling, the rod D willpull the catch-link out of engagement with the lever B and the bracket Bwill descend by gravity, bringing the friction-disks (7 into bar D bymeans of a pin-and-slot connec-.

tion, whereby it is adapted to move longitudinally with respect theretoand also move laterally with the coupler'bar when the cars are beingcoupled or uncoupled, as will be readily understood.

The draw-bars D are connected in any suit able manner with a suitableoperating mechanism located in the cab and under the control of theengineer, whereby the train may be braked in the usual manner and asclearly set forth in a companion application filed concurrentlyherewith.

If desired to apply the automatic or emergency brake by hand at anymoment of danger, each car may be provided with a duplicate set of brakemechanism such as de-' scribed above; but instead of the automat- 6,secured to the car-frame, as shown in Fig.

6. The lever E is sustained in its raised or inoperative position bymeans of a shoulder 6, formed on the upper portion of the standard eWhen it is desired to apply the emergencybrake by hand, it is onlynecessary to disengage the lever E from the shoulder e of the standard6*, whereupon the bracket \vill descend,bringing the friction-disks intoengagement with the axle of the truck and brake the train in the samemanner as above described.

While I have herein shown a preferred form of carrying my invent-ioninto effect, yet I do not desire to limit myself to such preferreddetails of construction, but claim the right to use any and allmodifications thereof which will serve to carry into effect the objectsto be attained by this invention in so far as such modifications andchanges may fall within the spirit and scope of my said invention.

I claim 1. A brake mechanism, comprising a suitable brake operativelymounted upon the frame of a car; a lever pivotally mounted in saidframe; flexible connections between said lever and said brake; afriction-disk movably mounted in said frame and adapted to be moved intocontact with the axle of the truck; a drum fixed upon saidfriction-disk; a chain connected to said drum and the upper portion ofsaid lever, and a tripping device detachably connected to the succeedingcar and adapted to release the friction-disk upon the separation of thecars, substantially as de-' scribed.

2. A brake mechanism, comprising a suitable brake operatively mountedupon the frame of a car; a lever pivotally mounted in said frame;flexible connections between said lever and said brake; a bracketpivotally mounted in said frame; a friction-disk journaled in saidbracket and adapted to be moved into engagement with the axle of thetruck; a drum fixed upon said friction-disk; a chain connected to saiddrum and the upper portion of said lever, and a tripping devicedetachably connected to the succeeding car and adapted to release thefriction-disk end of said lever being adapted to engage a tripping-link,whereby the said disk is normally held in its raised position; and meansfor releasing said tripping-link from engagement with said levers,whereby the said disk will be moved automatically into engagement withthe truck-axle, substantially as described.

4:. An automatic brake mechanism, comprising a suitable brakeoperatively mounted upon the frame of a car; a lever pivotally mountedin said frame; flexible connections between said lever and said brake; africtiondisk movably mounted in said frame and adapted to beautomatically moved into contact with the axle of the truck; a drumfixed upon said friction-disk; a chain connected to said drum. and theupper portion of said lever; a draw-bar slidably mounted in said frame;and a suitable connection between said draw-bar and said lever,substantially as described.

5. In a car-brake, the combination witha axle, a brake mechanism havingan upright lever B, and adraw-bar, of a pivoted bracket, a drumjournaled in the free end of the bracket and provided withfriction-disks arranged to be rotated by said axle, a chain attached tothe drum and to said upright lever of the brake mechanism, a bar havingslidable engagement with the draw-bar to move laterally therewith andalso capable of a limited independent movement thereon, a connectionbetween said slidable bar and the upright lever of the brake mechanism,and

'means for normally upholding the bracket and the drum carried thereby,substantially as described.

In witness whereof I have hereunto set my V Witnesses:

R. G. DOLLOQUIN, FRs. J. ONEILL.

